Quick-action triple valve



QUICK ACTION TRI-PLE VALVE Feb. Z 1926.

D. BO

Filed Oct. 4.11923 INVENTOR y WLMMNEY' JSM Patented Feb. 2, 1926.

carre ncienrvom scare, ci!" Banen/inn, YUGOSLAVIA.

QUIGK-ACTON TRPLE VALVE.

Application filed. October 4, 1923.

Be it known that l, Doeuvon Boiro, a subject of Yugoslavia7 residing at etopeoka ul; 6, Belgrade, Yugoslavia, have invented nevi' and usct'ul Improvements in @nickrlction Triple Valves, ot which the following is a speciiication.

The continuous and automatic braking trains composed ot' carriages differing from another presents great diiiiculti-es which up till now have only been partially surmounted. The. present invention has tor its vrobject a distributor presenting the following teatures.

even when differently loaded and to all compositions ot trains. Y

2; It is entirely automatic. 3. It ensures satisfactory braking of the rolling stock. l d 4, lt facilitates the operations involved in braking and in making up convoys.

The new distributor illustrated in the accompanying drawing comprises a body 1 equipped with a motor piston 2 and a. balancing piston 3 the eiforts of which are transmitted to a lever 4 mounted to rock on a. ulc'rum' 5.

The piston 2 is located in the chamber 6 which is in continuous communication with the main train pipe by way of passages 7 and 8. "lhe piston-rod 9 is hollow and,is snes from the chamber 6 through a tight fitting packing. Centrally of the motor piston' is the' in'terrnpter ypiston l() the piston rod 11 ot which penetrates the piston-rod 9 and engages the lever 4. rlhe cavity l2 between the pistons and 2 communicates with the atmosphere by way oi the groove 13. y

Above the pistons 2 and 10 is a diaphragm 14 which separates the chamber G and the cavity 12 hermetically trom' the compartment 15. The spring 16 urges the piston 2 against the diaphragm 14.

The compartment is separated by the diaphragm 17 from the space 18 which is in continuous communication with the main train pipe by way oi- Vthe passages 19 and 20. The diaphragm 17 has a. port 21 which is normally closed by the needle valve 22 the stem 23 ot which is led through a tightly iitting packing in the body 1. The spring 25 bearing against the Shoulder 2,6 maintains l. lt is applicable to all types ot vehiclesk Serial No. @$6,458.

the stem 23 in a lined position. A handle 24 55 permits manipulation oit' the needle valve.

The balancing piston 3 separates the chaml'ier 28 from the atmosphere; its pistonrod 27 engages the lever 4.

The piston 3 has a central port adapted 6G to be closed by an exhaust valve depending on the position of the piston. This port and the passage 29 establish communication between the chamber 28 and the atmosphere when the valve 30 is open.

The exhaust` valve 30 is integral with the inlet valve 31 controlling communication between the chambers 32 and 28, the chamber 32 being in continuous connection with the auxiliary reservoir. The chamber 32 is con- 70 nected to the chamber 6 and, consequently, to the main train pipe, by way of the passage 84 controlled by the ball valve 3.3.

Between the chamber 28 and the chamber 3G (which last mentioned chamber is in con- 75 tinuous communication with the brake cylinder) is interposed a valve 35 integral with the piston 39, the said piston 39 being formed with a port 40. The spring 41 maintains the valve 35 normally in open position. 80

The space below the piston 39 is connected to the passage 42 controlled by the valve 43 which, when in closed position,l prevents air from` the brake cylinder from escaping to the exterior. The stem 44 of the valve 43 85 may be lifted by the lever 45', which is urged downwards by theV spring 46' or by the counter weight 47. This lever, which may work on either of the knife edges 52, 53,`is articulated at 480 to the link 48 which 90 carries the brake-shoe 49 and the connection 51 by the operation of which the brake shoe 49 may be pressed against the wheel 50.

rihe stem 54 bears on the' axle boXv55 and supports the arm 56 of the lever 57 which 95 rocks on the stationary knife-edge tulcrum 58.

The arm 59 of the lever 57 is lighter than the arm 5G and supports through thel intermediary ot the adjusting screw 60 the arm [U0 61 of the ball-crank lever 62 the other arm G8 ot which operates the slide 64 carrying the fulcrum 5 ot the lever 4.

The displacement of the slide 64 is limited at the right hand side by the screw 65. On 1 high speed vehicles the slide 64 iscOnnected to the piston 65 by the rod 67. On the lett hand side of the piston operates the atmospheric pressure and the stress of the spring 68 while the space 69 to the right of the piston is connected by the passage 70 with the main tra-in pipe or with the auxiliary reservoir or with the compartment 15. A spring 68 urges the piston 66 towards the right.

From the passage 8 leads a passage 71 having a branch 72 which leads to the chamber 7 3 above the piston 74. The stem 76 of the piston 74 passes through the end wall of the chamber 75 and its lower end 77 functions as a valve for cutting off communication between the passage 7 land the passage 78 leading to the atmosphere.

The piston 74 is urged downwards by the spring' 79. To the stem 7 6 is fitted the valve 8O which closes the passage from the chamber 7 3 to the chamber 7 5. `The valve 8O is integral with the piston 81 located in the passage 82 and has a cap 85 which enters the space 86, havingv only slight lateral play therein. The passage 82 is connected to the passage 71 by the port 83.

The operation of the distributor is as follows Compressed air from the main pipe enters by the passages 8 and 7 into the chamber G; thence it fiows through the passage 34 after lifting the ball valve 33 to the chamber 32 and thence to the auxiliary reservoir. Further, compressed air passes by way of the passage 20 and groove 19 into the space 18 and, unseating the diaphragm 17, fills the compartment 15. The distributor is then ready for operation.

If the pressure in the main pipe, and consequently, in the chamber 18 is lowered, the difference of pressure which is then set up between the compartment 15 and the chamber G fleXes the diaphragm so that the pistons 2 and 10 are caused to descend, and, acting through the stem 11 on the lever 4, cause the right hand end of the lever to fall and the left hand end to rise. The left hand end of the lever 4 lifts the balancing piston which acts on the valve 30 to cut off communication between the brake cylinder and the atmosphere. The valve 31 is now in raised position and compressed air from the auxiliary reservoir enters the chamber 28 and passing the valve 35 flows through the passage 36 to the brake cylinder.

At the moment when the pressure 1n the brake cylinder and in the chamber 28 produces on the piston 3 an effort exceeding that transmitted by the pistons 2 and 10, the lever 4 rocks and occupies a position of equilibrium in which the valves 30 and 31 are both closed.

Every further reduction in pressure in the train pipe produces like effects until the effort on the piston 3 balances that exercised by the pressure in the chamber 15 on the interrupter piston 10 the space below which is in communication with the atmosphere,

At this moment the piston 10 is urged upwardly until the valve 31 engages its seat and cuts off communication. between the auxiliary reservoir and the brake cylinder even if the reduction of pressure in the train pipe is accentuated.

The effect on the pistons 2 and 10 depends only on the variations of pressure in the train pipe, whereas that transmitted. by the lever 4 to the balancing piston 3 depends on the position of the fulcrum of the lever 4. The pressure in the brake cylinder is thus a function of the position of the fulcrum 5 and will be greater the further to the left is brought the fulcrum 5. The eX- treme right hand position of the fulcrum corresponds to the empty condition of the wagon; the eXtreme left hand position corresponds to the fully loaded condition of the wagon.

The displacement of the slide 64 is controlled by deformations of the suspension springs 550. llVhen the wagon is loaded, the springs 550 fiatten and the stem 54 lifts the arm 56 of the lever, lowering the arm 59 so that by the action of gravity on the ball crank lever arm 61 the arm 63 of the ball crank lever shifts the slide G4 and, eonsequently, also the fulcrum 5 to the left.

When the load of the wagon is diminished the arm 56 of the lever 57 which is of preponderating weight causes the slide to return to the right. These movements are only possible when the brake is released because as soon as the braking operation commences the pistons 2, 1() and 3 press the slide 64 powerfully against the body 1 so that the slide is rendered immovable. There are thus avoided variations of the braking action brought about by oscillations of the suspension springs due to irregularities of the track. The screw 65 affords a means of limiting the displacement of the slide 64 towards the right and of controlling the braking effort according to the relation between the maximum load and the tare. The screw 60 serves for adjusting the fitting when erected and for making corrections due to deformation of the suspension springs or of other parts.

If now the pressure in the main pipo and, consequently, in the chamber G is increased, the effort on the pistons 2 and l() will diminish and permit thev balancing piston to descend and open the valve 30. The air in the cylinder of the brake escapes through the passage 29 until a state of equililn-ium is again arrived at. Other increases of pressure will produce identical effects until the moment when the pressure again becoming equal to the initial pressure the parts reassume the position shown in the drawing. The brake cylinder is then completely empty.

The release of the brakes may be effected otherwise. On retraction of the handle 9A the valve 2Q uninasks the port in the diaphragm l? and the pressure in the compartment l5 rapidly becomes equal to that in the train pipe'. There being new no effort on the pistons 2 and l0 the brake is released.

It the vehicle becomes acomponent ot an express train having brakes arranged to operate at high pressure, this high pressure displaces the piston 66 the spring 68 is able to balante -'the work-ing'. pressure in ordinary trains. The slide G-l now moves to the lett, as the result ot which the maximum braking etlort is olitained. llhen the speed ot the vehicle diminishes, the wheels would be locke/l it this etlort were maintained. To avoid this, the brake shoe 49 transmits tui'igential eti'ort to the lever Ll5'. There being` two 'tulcra 52 and 5?) or the lever 45,

the lever l5 shifts soon as the effort due to the presence ot the. spring 46 or of the counter weigl'it t7 is overcome, 'that is at the moment when the coe'liicient ot friction of the shoe on the wheel becomes' such that the locking ot the wheels is imminent. At this moment the lever l5 lifts the valve 43 pern'iitting an escape from the passage l2 and, consequently, from the brake cylinder. This es ape ot air results in a difference of pres sure on the two sides of the piston 39 which will then move downwards, the valve 35 becoming seated and cutting oli communication between the auxiliary reservoir and the brake cylinder. The cylinder will now be emptied progressively, the air escaping past the valve 4,3, d-iminishing` the braking` etliort, until the moment when the tangential ettort ol1 the .shoe 419 is no longer able to overcome the spring 46 or the counter weight.

llt the vehicle is coupled to a normal train the piston rcassumes its initial position under the action ot the spring 68 and the operation is as above described.

The operation ot the accelerator will be oes'ribed below. Compressed air trom the pipe enters by way ot the passages 8, 71 and into the chamber 73 and, in consequence w the clearances permitted, enters the chamber T5 where the working pressure isestablished. lV ith gradual slow tall of pressure in the train pipe the air in the chamber 75 gradually escapes and pressure equilibrium between the chambers T3 and l5 is established as heiore due to the clearances aforesaid. lt the tall ot pressure is abrupt the air escapes from the elxai'nber 75 by lifting the piston ik and` consequently, opening the valve TT, perinittingv air trom the main pipe to escape to the outside by way of the passalre 7S. At the moment when the piston 'Tet abuts against'the bottom ot the chamber Til. the valve S() leaves its seat, due to inertia, and equilibrium ot pressure is established between the chambers 7 and 7 5 by the passage 84, which brings about the descent ot vprevailii'ig at this moment in' the chamber 7 5 and in the space 86 under the cap 85.

As soon as the valve 77 is seated, the drop in pressure in the train pipe ceases and the accelerator is ready for operation anew.

The passage '72 may be dispensed with and the valve and its stein may then be bored to present a pas-:sage which attords communilation between the chaniber 73 and the space S2 and passage 7l.

Hiving' now fully described and ascer tained my said invention, and the manner in which it is to be performed, I declare that what I claim is:-L i

A distributor for brakes operated by fluid pressure characteriZed by the provision of one or more ot the following teaturesz-` ljln a distributor tor brakes, an interrupter piston, compartment in which said piston works, a diaphragm p dividing said compartment, one side ot said diaphragm being exposed tol a determinable pressure and the other lin part to the pressure in the tra-in pipe and in part to atmospheric pressure, a balancing piston, a lever adapted to be engaged by said pistons, a movable tulcrum for said lever, and means controlled by the load ot the vehicle to be braked for varying the position of said ulcrum to effect Variations in the relation of the eiiorts or' said pistons, for the purpose stated.

2.The combination in a distributor tor brakes operated by fluid pressure, ot a lever, a movable tulcrum on which said lever is mounted, a motor piston adapted to engage said lever, a chamber' within which said piston works, a diaphragm dividing said chamber, a balancing piston also adapted to engage said lever, a cylinder within which said piston works, an auxiliary reservoir, a brake cylinder, means for supplying pressure to said auxiliary reservoir, means for creating a difference in pressure in the two divisions of the said chamber thereby to operate the motor piston and thereby to operate the balancing piston through said lever, means operated by the balancing piston to transfer the air pressure trom the auxiliary reservoir to the brake cyl inder, and means operated by the load of the vehicle to be braked for adjusting the position ot the t'ulcrum of the lever according to said load.

3. ln a distributor tor brakes operated by fluid pressure, an interrupter piston and a balancing piston, a lever adapted to be engaged by said pistons, a shaftable tulcrum on which said lever is mounted, means operated by the load ot the vehicle tothe braked tor automatically `varying the position ot' said fulcrum to eiect variations in the relation of the ed'orts ot' the said pistons upon said lever, and consequently on the pressure in the brake cylinder for a given tall of pressure in the train pipe, and means for bringing about a release of the brakes at any desired time.

4. In a distributor for brakes operated by fluid pressure, an interrupter piston and a balancing piston, a lever adapted to be engaged by said pistons, a shiitable fulcruin on which said lever is mounted, means operated by the load of the vehicle to be braked for automatically varying the position ot said fulorum to eli'ect variations in the relation of the efforts of the said pistons upon said lever and consequently on the pressure in the brake cylinder for a given fall of pressure in the train pipe, and means for preventing the locking of the Wheels of the vehicle by the braking eort.

5. In a distributor for brakes operated by fluid pressure, an interrupter piston and a balancing piston, a lever adapted to be engaged by said pistons, a shiftable ulcrum on which said leverV is mounted, means operated by the load of the vehicle to be braked for automatically varying the position of said fulcrum to effect variations in the relation of the efforts of the said pistons upon said lever and consequently on the pressure in the brake cylinder Jfor a given fall of pressure in thel train pipe, and means for causing the braking effort to be varied automatically when the Working pres sure is altered from its normal value to that corresponding to high-pressure braking.

6. In a distributor for brakes operated by fluid pressure an interrupter piston and a blancing piston, a lever adapted to be engaged by said pistons, a shiftable fulcruln on which said lever is mounted, means operated by the load of the vehicle to be braked for automatically varying the position of said fulcrum to elect variations in the relation of the e'lorts of said pistons upon said lever, and consequently on the pressure in the brake cylinder for a given fall of pressure in the train pipe, and means for preventing irregularities in the braking action due to irregularities in the track.

DOBRIVOJ E BOZI.

Certificate of Correction. i

It is hereby certified that in Letters Patent No. 1,571,506, granted February 2, 1926, upon the lapplication of Dobrivoje Boi, of Belgrade, Yugoslavia, for an improvement yin Quick-Action Triple Valves, an error appears in the printed specification requiring correction as follows: .Page 3, line 84C, beginning with A distributor strike out all to and including' the Word features in line 86; and that the said Letters Patent should he read Wit-h this correction therein that the same may conform tothe record of the case in the Patent Office.

Signed and sealed this 9th day of March, A. D. 1926.

[SEAL] M. J. MOORE,

Acting Commissioner of Patents. 

